Viscosity detection using sump

ABSTRACT

Various methods for inferring oil viscosity and/or oil viscosity index in an internal combustion engine are provided. In one aspect, a new control method comprises: after engine shutdown, learning engine oil viscosity based on time to drain the oil back into an engine sump and oil temperature during the draining, and correcting an engine operating parameter based on the learned oil viscosity.

FIELD

The field of the disclosure relates to engine control with changing oilviscosities and detection thereof.

BACKGROUND AND SUMMARY

Oil viscosity has a direct effect on engine friction which in turnaffects engine torque output and idle speed. Therefore engine frictionshould be estimated or assumed by many parts of the engine controlstrategy including idle speed control and electronic throttle control.Oil viscosity also affects oil pressure, which in turn affects systemslike VCT (variable camshaft timing) which rely on oil pressure tooperate.

For traditional engine oils, viscosity changes dramatically as afunction of temperature (i.e., a low viscosity index). New oils arebeing developed that have much higher viscosity index, so theirviscosity changes much less with temperature.

Some engine control strategies include temperature modifiers which helpcompensate for changes in oil viscosity. For example, at lowtemperature, and higher viscosity, a greater throttle opening (higherairflow) is used to achieve a desired idle speed or engine outputtorque.

The inventors herein have recognized that these temperature modifiersmay cause undesired operation if the engine is refilled with oil havinga viscosity index which is significantly different than themanufacturer's recommendation. For example, temperature modifiersdesigned for manufacturer recommended high viscosity index oil will notchange idle throttle openings much at low temperature. If the engine isrefilled with low viscosity index oil, the idle speed at lowtemperatures will be lower than intended, and the engine may stall.

The inventors have solved these issues by a new control strategy whichdetects actual oil viscosity and/or viscosity index and controls theengine appropriately. In one aspect, a new control method comprises:after engine shutdown, learning engine oil viscosity based on time todrain the oil back into an engine sump and oil temperature during thedraining; and correcting an engine operating parameter based on thelearned oil viscosity. In a particular aspect of the disclosure theengine operating parameter is a throttle plate and the throttle plate iscommanded to a desired throttle angle, or position, to allow a desiredamount of air to be inducted into the engine, and the desired throttleangle is corrected based upon the learned oil viscosity. The throttleplate is commanded to an initial throttle position to achieve a desiredengine idle speed. In another application the throttle plate iscommanded to an initial position to provide a desired torque output ofthe engine. Thus, the technical effect is achieved by these actions.

In another aspect of the disclosure, the inventors have provided amethod which learns oil viscosity index and controls the engineappropriately. In particular, the method comprises: after engineshutdown, learning oil viscosity of engine oil based on temperature ofthe oil and time to drain the oil back into an engine sump; after atleast two of the engine shutdowns at different temperatures, learningviscosity index of the oil from at least two of the learned oilviscosities; and correcting an engine operating parameter based oncurrent temperature of the oil and the viscosity index of the oil. In amore specific example, the operating parameter of the engine comprises athrottle position or angle of a throttle plate controlling an amount ofair inducted into the engine. And, the throttle plate is commanded to adesired throttle position to allow a desired amount of air to beinducted into the engine and said desired throttle position is correctedbased upon said viscosity index and said current temperature

In still another example oil viscosity index is learned and it in turnis used to correct a throttle position for idle speed control. Morespecifically the control method comprises: after engine shutdown,learning oil viscosity of engine oil based on temperature of the oil andtime to drain the oil back into an engine sump; after at least two ofthe engine shutdowns at different temperatures, learning viscosity indexof the oil from at least two of the learned oil viscosities; controllingengine idle speed by first determining an initial throttle positionbased on a desired idle speed and an assumed oil viscosity; andcorrecting the initial throttle position based upon the learnedviscosity index and present oil temperature. The above advantages andother advantages, and features of the present description will bereadily apparent from the following Detailed Description when takenalone or in connection with the accompanying drawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example vehicle driveline.

FIG. 2 shows a block diagram of a turbocharged engine.

FIG. 3 shows a flowchart illustrating a method for inferring theviscosity of oil in the engine of FIG. 2.

FIG. 4 shows a flowchart illustrating another method for inferring theviscosity of oil in the engine of FIG. 2.

FIG. 5 shows a flowchart illustrating a method for inferring theviscosity of oil in the vehicle driveline of FIG. 1.

FIG. 6 shows a flowchart illustrating a method for inferring theviscosity index of oil in the engine of FIG. 2.

FIG. 7 shows an exemplary oil viscosity-temperature graph formed inaccordance with an embodiment of the present disclosure.

FIG. 8 shows a flowchart illustrating a method for inferring theviscosity of oil in the engine of FIG. 2 based on sump refill time.

FIG. 9 shows a flowchart illustrating a method for inferring theviscosity index of oil in the engine of FIG. 2 based on sump refilltime.

FIG. 10 shows a flowchart illustrating a method for controlling the idlespeed of the engine of FIG. 2.

FIG. 11 shows a flowchart illustrating a method for inferring theviscosity of oil in an MHT hybrid vehicle.

DETAILED DESCRIPTION

Engine torque output and idle speed are directly affected by theviscosity of oil flowing through the engine. Accordingly, engineoperation may be operated in a more optimal manner if oil viscosity isknown. Some types of engine oils have viscosities which varysignificantly as a function of temperature. In some approaches, engineoperation is modified to compensate these changes in viscosity. Forexample, the position of a throttle plate controlling the air inductedinto an engine may be varied as changes in oil viscosity occur. However,such approaches may not be adapted to significant changes in viscosityindex, due, for example, to engine oil changes. As such, suboptimalengine operation may occur, resulting in stalls, for example.

Various methods for inferring oil viscosity and/or oil viscosity indexin an internal combustion engine are provided. In one example, a newcontrol method comprises: after engine shutdown, learning engine oilviscosity based on time to drain the oil back into an engine sump andoil temperature during the draining; and correcting an engine operatingparameter based on the learned oil viscosity. FIG. 1 illustrates anexample vehicle driveline. FIG. 2 shows a block diagram of aturbocharged engine. FIG. 3 shows a flowchart illustrating a method forinferring the viscosity of oil in the engine of FIG. 2. FIG. 4 shows aflowchart illustrating another method for inferring the viscosity of oilin the engine of FIG. 2. FIG. 5 shows a flowchart illustrating a methodfor inferring the viscosity of oil in the vehicle driveline of FIG. 1.FIG. 6 shows a flowchart illustrating a method for inferring theviscosity index of oil in the engine of FIG. 2. FIG. 7 shows anexemplary oil viscosity-temperature graph formed in accordance with anembodiment of the present disclosure. FIG. 8 shows a flowchartillustrating a method for inferring the viscosity of oil in the engineof FIG. 2 based on sump refill time. FIG. 9 shows a flowchartillustrating a method for inferring the viscosity index of oil in theengine of FIG. 2 based on sump refill time. FIG. 10 shows a flowchartillustrating a method for controlling the idle speed of the engine ofFIG. 2. FIG. 11 shows a flowchart illustrating a method for inferringthe viscosity of oil in an MHT hybrid vehicle. The engine of FIG. 2 alsoincludes a controller configured to carry out the methods depicted inFIGS. 3-6 and 8-10.

FIG. 1 is a block diagram of a vehicle driveline 1 and vehicle 2.Driveline 1 may be powered by engine 10. Engine 10 may be started withDISG 3, a Driveline Integrated Starter Generator which in thisparticular example is a type of hybrid vehicle. Further, engine 10 maygenerate or adjust torque via torque actuator 4, such as one or more ofa fuel injector, throttle, camshaft, valve lift, etc.

An engine output torque may be transmitted to an input side of dual massflywheel 5. Engine speed as well as dual mass flywheel input sideposition and speed may be determined via an engine position sensor 118described in further detail below with reference to FIG. 2. Dual massflywheel 5 may include springs and separate masses (not shown) fordampening driveline torque disturbances. The output side of dual massflywheel 5 is shown being mechanically coupled to the input side ofdisconnect clutch 7. Disconnect clutch 7 may be electrically orhydraulically actuated, and may be used to crank engine 10 during hotrestarts, and in some embodiments, during warm restarts as well. Aposition sensor 8 is positioned on the disconnect clutch side of dualmass flywheel 5 to sense the output position and speed of the dual massflywheel 5. The downstream side of disconnect clutch 7 is shownmechanically coupled to DISG input shaft 9.

DISG 3 may be operated to provide torque to driveline 1 or to convertdriveline torque into electrical energy to be stored in electric energystorage device 11. DISG 3 may have a higher output torque capacity thanmotor 41 shown in FIG. 2. Further, DISG 3 directly drives driveline 1 oris directly driven by driveline 1. There are no belts, gears, or chainsto couple DISG 3 to driveline 1. Rather, DISG 3 rotates at the same rateas driveline 1. Electrical energy storage device 11 may be a battery,capacitor, or inductor. The downstream side of DISG 3 is mechanicallycoupled to the impeller 13 of torque converter 14 via shaft 15. Theupstream side of the DISG 3 is mechanically coupled to the disconnectclutch 7. Torque converter 14 includes a turbine 16 to output torque totransmission input shaft 17. Transmission input shaft 17 mechanicallycouples torque converter 14 to automatic transmission 18. Torqueconverter 14 also includes a torque converter bypass lock-up clutch 19(TCC). Torque is directly transferred from impeller 13 to turbine 16when TCC is locked. TCC is electrically operated by controller 12.Alternatively, TCC may be hydraulically locked. In one example, thetorque converter may be referred to as a component of the transmission.Torque converter turbine speed and position may be determined viaposition sensor 20. In some examples, 25 and/or 20 may be torque sensorsor may be combination position and torque sensors.

When torque converter lock-up clutch 19 is fully disengaged, torqueconverter 14 transmits engine torque to automatic transmission 18 viafluid transfer between the torque converter turbine 16 and torqueconverter impeller 13, thereby enabling torque multiplication. Incontrast, when torque converter lock-up clutch 19 is fully engaged, theengine output torque is directly transferred via the torque converterclutch to input shaft 17 of transmission 18. Alternatively, the torqueconverter lock-up clutch 19 may be partially engaged, thereby enablingthe amount of torque directly relayed to the transmission to beadjusted. The controller 12 may be configured to adjust the amount oftorque transmitted by torque converter 19 by adjusting the torqueconverter lock-up clutch in response to various engine operatingconditions, or based on a driver-based engine operation request.

Automatic transmission 18 includes gear clutches (e.g., gears 1-N whereN is an integer number between 2-25) 28 and forward clutch 29. The gearclutches 28 and the forward clutch 29 may be selectively engaged topropel a vehicle. Torque output from the automatic transmission 18 mayin turn be relayed to wheels 31 to propel the vehicle via output shaft32. Specifically, automatic transmission 18 may transfer an inputdriving torque at the input shaft 17 responsive to a vehicle travelingcondition before transmitting an output driving torque to the wheels 31.

Further, a frictional force may be applied to wheels 31 by engagingwheel brakes 33. In one example, wheel brakes 33 may be engaged inresponse to the driver pressing his foot on a brake pedal (not shown).In other examples, controller 12 or a controller linked to controller 12may engage wheel brakes 33. In the same way, a frictional force may bereduced to wheels 31 by disengaging wheel brakes 33 in response to thedriver releasing his foot from a brake pedal. Further, vehicle brakesmay apply a frictional force to wheels 31 via controller 12 as part ofan automated stopping procedure.

A mechanical oil pump 34 may be in fluid communication with automatictransmission 18 to provide hydraulic pressure to engage variousclutches, such as forward clutch 29, gear clutches 28, and/or torqueconverter lock-up clutch 19. Mechanical oil pump 34 may be operated inaccordance with torque converter 14, and may be driven by the rotationof the engine or DISG via input shaft 15, for example. Thus, thehydraulic pressure generated in mechanical oil pump 34 may increase asan engine speed and/or DISG speed increases, and may decrease as anengine speed and/or DISG speed decreases.

Controller 12 may be configured to receive inputs from engine 10, asshown in more detail in FIG. 2, and accordingly control a torque outputof the engine and/or operation of the torque converter, transmission,DISG, clutches, and/or brakes. As one example, an engine torque outputmay be controlled by adjusting a combination of spark timing, fuel pulsewidth, fuel pulse timing, and/or air charge, by controlling throttleopening and/or valve timing, valve lift and boost for turbo- orsuper-charged engines. In the case of a diesel engine, controller 12 maycontrol the engine torque output by controlling a combination of fuelpulse width, fuel pulse timing, and air charge. In all cases, enginecontrol may be performed on a cylinder-by-cylinder basis to control theengine torque output. Controller 12 may also control torque output andelectrical energy production from DISG by adjusting current flowing toand from field and/or armature windings of DISG as is known in the art.

When idle-stop conditions are satisfied, controller 42 may initiateengine shutdown by shutting off fuel and spark to the engine. However,the engine may continue to rotate in some examples. Further, to maintainan amount of torsion in the transmission, the controller 12 may groundrotating elements of transmission 18 to a case 35 of the transmissionand thereby to the frame of the vehicle. In particular, the controller12 may engage one or more transmission clutches, such as forward clutch29, and lock the engaged transmission clutch(es) to the transmissioncase 35 and vehicle. A transmission clutch pressure may be varied (e.g.,increased) to adjust the engagement state of a transmission clutch, andprovide a desired amount of transmission torsion. When restartconditions are satisfied, and/or a vehicle operator wants to launch thevehicle, controller 12 may reactivate the engine by resuming cylindercombustion.

A wheel brake pressure may also be adjusted during the engine shutdown,based on the transmission clutch pressure, to assist in tying up thetransmission while reducing a torque transferred through the wheels.Specifically, by applying the wheel brakes 33 while locking one or moreengaged transmission clutches, opposing forces may be applied ontransmission, and consequently on the driveline, thereby maintaining thetransmission gears in active engagement, and torsional potential energyin the transmission gear-train, without moving the wheels. In oneexample, the wheel brake pressure may be adjusted to coordinate theapplication of the wheel brakes with the locking of the engagedtransmission clutch during the engine shutdown. As such, by adjustingthe wheel brake pressure and the clutch pressure, the amount of torsionretained in the transmission when the engine is shutdown may beadjusted.

FIG. 2 is a schematic diagram showing an exemplary embodiment of engine10, which may be included in a propulsion system of an automobileincluding but not limited to vehicle driveline 1 shown in FIG. 1. Theengine 10 is shown with four cylinders 30. However, other numbers ofcylinders may be used in accordance with the current disclosure. Engine10 may be controlled at least partially by a control system includingcontroller 12, and by input from a vehicle operator 132 via an inputdevice 130. In this example, input device 130 includes an acceleratorpedal and a pedal position sensor 134 for generating a proportionalpedal position signal PP. Each combustion chamber (e.g., cylinder) 30 ofengine 10 may include combustion chamber walls with a piston (not shown)positioned therein. The pistons may be coupled to a crankshaft 40 sothat reciprocating motion of the piston is translated into rotationalmotion of the crankshaft. Crankshaft 40 may be coupled to at least onedrive wheel of a vehicle via an intermediate transmission system (notshown). Further, an electric (e.g., starter) motor 41 is shown as beingcoupled to crankshaft 40 via a flywheel 43 to enable a startingoperation of engine 10. Electrical power may be provided to electricmotor 41 via a vehicle battery 45. Vehicle battery 45 may enablecranking of engine 10 as well as other operations includingspark-ignition and vehicle lighting, and may be of various suitabletypes including but not limited to a 12 volt lead-acid battery. Vehiclebattery 45 may provide a substantially (e.g., less than 5% variation)constant source of electrical power to motor 41 and other components,depending on its state of charge (SOC).

Combustion chambers 30 may receive intake air from intake manifold 44via intake passage 42 and may exhaust combustion gases via exhaustpassage 48. Intake manifold 44 and exhaust manifold 46 can selectivelycommunicate with combustion chamber 30 via respective intake valves andexhaust valves (not shown). In some embodiments, combustion chamber 30may include two or more intake valves and/or two or more exhaust valves.

Fuel injectors 50 are shown coupled directly to combustion chamber 30for injecting fuel directly therein in proportion to the pulse width ofsignal FPW received from controller 12. In this manner, fuel injector 50provides what is known as direct injection of fuel into combustionchamber 30. The fuel injector may be mounted in the side of thecombustion chamber or in the top of the combustion chamber, for example.Fuel may be delivered to fuel injector 50 by a fuel system (not shown)including a fuel tank, a fuel pump, and a fuel rail. In someembodiments, combustion chambers 30 may alternatively, or additionally,include a fuel injector arranged in intake manifold 44 in aconfiguration that provides what is known as port injection of fuel intothe intake port upstream from each combustion chamber 30.

Intake passage 42 may include throttle 21 and 23 having throttle plates22 and 24, respectively. In this particular example, the position ofthrottle plates 22 and 24 may be varied by controller 12 via signalsprovided to an actuator included with throttles 21 and 23. In oneexample, the actuators may be electric actuators (e.g., electricmotors), a configuration that is commonly referred to as electronicthrottle control (ETC). In this manner, throttles 21 and 23 may beoperated to vary the intake air provided to combustion chamber 30 amongother engine cylinders. An exemplary method for controlling throttleposition is described below with reference to FIG. 10. The position ofthrottle plates 22 and 24 may be provided to controller 12 by throttleposition signal TP. Intake passage 42 may further include a mass airflow sensor 120, a manifold air pressure sensor 122, and a throttleinlet pressure sensor 124 for providing respective signals MAF (massairflow) MAP (manifold air pressure) to controller 12.

Exhaust passage 48 may receive exhaust gases from cylinders 30. Exhaustgas sensor 128 is shown coupled to exhaust passage 48 upstream ofturbine 62 and emission control device 78. Sensor 128 may be selectedfrom among various suitable sensors for providing an indication ofexhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO(universal or wide-range exhaust gas oxygen), a two-state oxygen sensoror EGO, a NOx, HC, or CO sensor, for example. Emission control device 78may be a three way catalyst (TWC), NOx trap, various other emissioncontrol devices, or combinations thereof.

Exhaust temperature may be measured by one or more temperature sensors(not shown) located in exhaust passage 48. Alternatively, exhausttemperature may be inferred based on engine operating conditions such asspeed, load, air-fuel ratio (AFR), spark retard, etc.

Controller 12 is shown in FIG. 2 as a microcomputer, includingmicroprocessor unit 102, input/output ports 104, an electronic storagemedium for executable programs and calibration values shown as read onlymemory chip 106 in this particular example, random access memory 108,keep alive memory 110, and a data bus. Controller 12 may receive varioussignals from sensors coupled to engine 10, in addition to those signalspreviously discussed, including measurement of inducted mass air flow(MAF) from mass air flow sensor 120; engine coolant temperature (ECT)from temperature sensor 112, shown schematically in one location withinthe engine 10; a profile ignition pickup signal (PIP) from Hall effectsensor 118 (or other type) coupled to crankshaft 40; the throttleposition (TP) from a throttle position sensor, as discussed; andabsolute manifold pressure signal, MAP, from sensor 122, as discussed.Engine speed signal, RPM, may be generated by controller 12 from signalPIP. Manifold pressure signal MAP from a manifold pressure sensor may beused to provide an indication of vacuum, or pressure, in the intakemanifold 44. Note that various combinations of the above sensors may beused, such as a MAF sensor without a MAP sensor, or vice versa. Duringstoichiometric operation, the MAP sensor can give an indication ofengine torque. Further, this sensor, along with the detected enginespeed, can provide an estimate of charge (including air) inducted intothe cylinder. In one example, sensor 118, which is also used as anengine speed sensor, may produce a predetermined number of equallyspaced pulses every revolution of the crankshaft 40. In some examples,storage medium read-only memory 106 may be programmed with computerreadable data representing instructions executable by processor 102 forperforming the methods described below as well as other variants thatare anticipated but not specifically listed.

Engine 10 may further include a compression device such as aturbocharger or supercharger including at least a compressor 60 arrangedalong intake manifold 44. For a turbocharger, compressor 60 may be atleast partially driven by a turbine 62, via, for example a shaft, orother coupling arrangement. The turbine 62 may be arranged along exhaustpassage 48 and communicate with exhaust gasses flowing therethrough.Various arrangements may be provided to drive the compressor. For asupercharger, compressor 60 may be at least partially driven by theengine and/or an electric machine, and may not include a turbine. Thus,the amount of compression provided to one or more cylinders of theengine via a turbocharger or supercharger may be varied by controller12. In some cases, the turbine 62 may drive, for example, an electricgenerator 64, to provide power to a battery 66 via a turbo driver 68.Power from the battery 66 may then be used to drive the compressor 60via a motor 70. Further, a sensor 123 may be disposed in intake manifold44 for providing a BOOST signal to controller 12.

Further, exhaust passage 48 may include wastegate 26 for divertingexhaust gas away from turbine 62. In some embodiments, wastegate 26 maybe a multi-staged wastegate, such as a two-staged wastegate with a firststage configured to control boost pressure and a second stage configuredto increase heat flux to emission control device 78. Wastegate 26 may beoperated with an actuator 150, which, for example, may be an electric ora pneumatic actuator. Intake passage 42 may include a compressor bypassvalve 27 configured to divert intake air around compressor 60. Wastegate26 and/or compressor bypass valve 27 may be controlled by controller 12via actuators (e.g., actuator 150) to be opened when a lower boostpressure is desired, for example.

Intake passage 42 may further include charge air cooler (CAC) 80 (e.g.,an intercooler) to decrease the temperature of the turbocharged orsupercharged intake gases. In some embodiments, charge air cooler 80 maybe an air to air heat exchanger. In other embodiments, charge air cooler80 may be an air to liquid heat exchanger.

Further, in the disclosed embodiments, an exhaust gas recirculation(EGR) system may route a desired portion of exhaust gas from exhaustpassage 48 to intake passage 42 via EGR passage 140. The amount of EGRprovided to intake passage 42 may be varied by controller 12 via EGRvalve 142. Further, an EGR sensor (not shown) may be arranged within theEGR passage and may provide an indication of one or more of pressure,temperature, and concentration of the exhaust gas. Alternatively, theEGR may be controlled through a calculated value based on signals fromthe MAF sensor (upstream), MAP (intake manifold), MAT (manifold gastemperature) and the crank speed sensor. Further, the EGR may becontrolled based on an exhaust O₂ sensor and/or an intake oxygen sensor(intake manifold). Under some conditions, the EGR system may be used toregulate the temperature of the air and fuel mixture within thecombustion chamber. FIG. 2 shows a high pressure EGR system where EGR isrouted from upstream of a turbine of a turbocharger to downstream of acompressor of a turbocharger. In other embodiments, the engine mayadditionally or alternatively include a low pressure EGR system whereEGR is routed from downstream of a turbine of a turbocharger to upstreamof a compressor of the turbocharger.

FIG. 2 also schematically illustrates the flow of oil through engine 10for reducing wear of engine components and facilitating dissipation ofheat arising from friction. In this example, oil is pumped from an oilsump 160 by an oil pump 162 to lubricate a plurality of moving parts inengine 10 such as crankshaft 40 and its connecting rods, as well asbearings in the connecting rods and pins of pistons positioned incylinders 30. Oil may also be used for lubrication between the rings ofthe pistons and cylinders 30. The thickness and friction of this oilfilm are dependent on the oil temperature and properties such as oilviscosity. After reaching the moving parts of engine 10, the oil drainsback to sump 160 via a plurality of drain lines 164. Oil may circulatethroughout the engine via a plurality of channels (not shown).

Oil sump 160 includes an oil level sensor 166 configured to outputindications of the oil level in the oil sump to controller 12. Outputfrom oil level sensor 166 may be tracked over time and used to monitorthe rate at which oil drains from engine 10 to oil sump 160 followingengine shut down. Oil drain rates obtained in this way may used toassess the viscosity of oil in engine 10 as described in further detailbelow.

Turning now to FIG. 3, a flowchart illustrating an exemplary method 300for inferring oil viscosity in an internal combustion engine is shown.Method 300 may be stored as machine-readable instructions in ROM 106 ofcontroller 12 in FIG. 2, for example. Although method 300 is describedwith reference to engine 10 of FIG. 2, it will be understood that method300 may be carried out for other internal combustion engines.

At 302 of method 300, it is determined whether the engine has beeninactive for at least a threshold duration. The engine may be consideredto be inactive throughout a duration in which it is not operating—e.g.,not combusting fuel or rotating. Rotation of the engine may be evaluatedby monitoring a PIP signal produced by a Hall effect sensor (e.g.,sensor 118 in FIG. 2), for example. The threshold duration may beselected to correspond to a duration after which the temperature of theengine substantially decreases (e.g., to within 10° C. of ambienttemperature) following shut off from a preceding cycle. Thus,identifying changes in the speed at which the engine is crankedfollowing the threshold duration may allow the disambiguation ofmultiple effects which may cause such changes. Changes in cranking speeddue specifically to changes in oil viscosity may be particularlyidentified. If it is determined that the engine has not remainedinactive for at least the threshold duration (NO), the method ends. Ifit is determined that the engine has remained inactive for at least thethreshold duration (YES), the method proceeds to 304.

At 304 of the method, it is determined whether the ambient temperatureis within a predetermined range of temperatures. As with the thresholdduration described above, changes in engine cranking speed duespecifically to changes in oil viscosity may be identified by ensuringthat excessively hot or cool ambient temperatures do not significantlyaffect oil viscosity. The predetermined range of temperatures mayextend, for example, from 20° C. to 25° C. Ambient temperature may bemeasured directly by an ambient temperature sensor, disposed for exampleproximate to a front region of the vehicle, or indirectly by inferringthe ambient temperature based on measurements from one or more othertemperature sensors (e.g., sensor 112 in FIG. 2). If it is determinedthat the ambient temperature is not within the predetermined range oftemperatures (NO), the method ends. If it is determined that the ambienttemperature is within the predetermined range of temperatures (YES), themethod proceeds to 306.

At 306 of the method, it is determined whether the state of charge (SOC)of the battery (e.g., battery 45 of FIG. 2) exceeds a SOC threshold. Aswith the threshold duration and range of ambient temperatures describedabove, changes in engine cranking speed due specifically to changes inoil viscosity may be identified by ensuring that low battery charges donot significantly affect cranking speed. The current SOC may be inferredbased on battery voltage, temperature, history of current flowing to andfrom the battery, etc. The SOC threshold may be selected based on theparticular battery used and set to a state of charge threshold belowwhich cranking speed is significantly affected. As a non-limitingexample, the SOC threshold may be 70% of maximum charge (e.g., 100%). Ifit is determined that the SOC of the battery does not exceed the SOCthreshold (NO), the method ends. If it is determined that the SOC of thebattery does exceed the SOC threshold (YES), the method proceeds to 308.

At 308, it is determined whether information about a new oil viscosityhas been supplied to a control system of the engine, for example by avehicle operator or service technician. A new oil viscosity may besupplied to an engine controller executing method 300 such as controller12 of FIG. 2, and stored in a storage medium of the engine controller(e.g., ROM 106). In some scenarios, a new oil viscosity may be suppliedin a manufacturing environment prior to, or concurrent with, an initialactivation (e.g., firing) of the engine. The engine may be filled withoil. In other scenarios, a new oil viscosity may be supplied upon an oilchange. Replacement (or new) oils may have a manufacturer recommendedviscosity suited for the engine, or may have other known viscosities.New oil viscosities may be supplied to an engine control unit in varioussuitable manners—for example, through a service tool connected to anon-board diagnostics (OBD) port, via an in-vehicle touchscreen or otherdriver information display, or via a specified sequence or combinationof key on/off events and/or switches. New viscosities may be supplied tothe engine control unit over a controller area network (CAN), and insome embodiments, via a wireless communication link. For example, oilcans or tags having a machine-readable code (e.g., 1D or 2D bar code)indicating the viscosity of oil held therein may be interpreted and sentto the engine controller over the wireless communication link. If a newoil viscosity has been supplied (YES), the method proceeds to 310. If anew oil viscosity has not been supplied (NO), the method proceeds to318.

At 310 of the method, a reference cranking speed is learned whichdefines the speed at which the engine is cranked during a start mode. Inthis start mode, variables such as engine activity, ambient temperature,and battery SOC are within acceptable limits and do not adversely affector otherwise skew the cranking speed. In the illustrated embodiment, thereference cranking speed is learned by cranking the engine with thestarter motor (e.g., motor 41 of FIG. 2) at 312 and associating theresulting cranking speed with the supplied oil viscosity at 314. Asdescribed above, cranking speed may be determined via PIP signalsprovided by a Hall effect or other type of sensor (e.g., sensor 118 ofFIG. 2). In some embodiments, the cranking speed in this start mode maynot be associated with the supplied oil viscosity until a thresholdduration in which the engine is cranked is exceeded. Additionally oralternatively, cranking speed may not be associated with the suppliedoil viscosity until the cranking acceleration falls below a thresholdacceleration. Such approaches may mitigate inaccurate determinations ofreference cranking speed due to transient changes in cranking speed. Insome examples (e.g., in an assembly or maintenance environment),learning a reference cranking speed may occur when the engine is filledwith an oil having a manufacturer recommended oil viscosity or otherknown viscosity. In this example, the engine may be new.

Next, at 316, the learned reference cranking speed and the associatedoil viscosity are stored in a suitable storage medium. Learned crankingspeeds and associated viscosities may be stored in ROM 106 of controller12 in FIG. 2, for example, and may stored via various suitable datastructures such as a look-up table configured to output an oil viscosityfor a given cranking speed. It will be appreciated that, in someembodiments, however, a new oil viscosity substantially similar (e.g.,within 5%) to its preceding oil viscosity may not prompt learning of thereference cranking speed. Following 316, the method ends.

At 318 of the method, if a new oil viscosity has not been supplied, theoil viscosity is inferred. Inferring the oil viscosity includes, at 320,retrieving the reference cranking speed previously learned or otherwisesupplied. Retrieval of the reference cranking speed may includeaccessing a suitable data structure (e.g., look-up table) in which thereference cranking speed is stored, and may include retrieval of the oilviscosity associated with the reference cranking speed. It will beappreciated that a plurality of reference cranking speeds and associatedoil viscosities may be stored in such a data structure. Various criteriamay be used to select a particular reference cranking speed. Next, at322, the engine is cranked with the starter motor. At 324, the currentcranking speed during this period of engine cranking is determined viathe methods described above (e.g., by measuring PIP signals generated bysensor 118 in FIG. 2). Then, at 326, the difference between the currentcranking speed and the learned or supplied reference cranking speed isdetermined. This difference may then be used to infer oil viscosity—forexample, if the current cranking speed is significantly less than thereference cranking speed, it may be concluded that oil viscosity hasincreased relative to the preceding viscosity. Such changes in oilviscosity may be quantified by not only comparing the difference betweenthe current and reference cranking speeds but also the oil viscosityassociated with the reference cranking speed. In one approach, thedifference between the current and reference cranking speeds may bemultiplied by the oil viscosity associated with the reference crankingspeed to determine the new oil viscosity, for example.

Next, at 328 of the method, one or more operating parameters arecorrected based on the oil viscosity inferred at 318. Among otheradjustments, such correction may include adjusting, at 330, the throttleposition of a throttle plate controlling an amount of air inducted intothe engine—e.g., throttle plate 22 of throttle 21 in FIG. 2. Forexample, the throttle position of the throttle plate may be increased tofurther open the throttle upon determining that oil viscosity hasincreased. Ascertaining oil viscosity may allow the engine to maintainthe correct idle speed even after a significant change in viscosityfollowing an oil change, as well as supply correct torque output andvalve timings. Subsequent throttle adjustments may then place thethrottle plate to a commanded position based on various parametersincluding, but not limited to, desired engine idle speed, oiltemperature, and inferred oil viscosity.

Corrections to one or more operating parameters based on oil viscositiesinferred via method 300 may result in increased fuel economy, increaseddrivability, and reduced frequency of stalls. The accuracy of inferringoil viscosities via cranking speeds may also be increased as a pluralityof factors which may affect cranking speed can be disambiguated.

It will be appreciated that method 300 may be adjusted in various ways.For example, an additional decision box may determine whether a changein cranking speed above a first threshold but below a second thresholdhas been detected. Changes in cranking speed below the first thresholdmay be considered insignificant and ignored or averaged out, while largechanges may be used to indicate that an oil change has occurred. The oilviscosity may then be inferred via the methods described above.Alternatively or additionally, an alert may be sent to the vehicleoperator (e.g., via dashboard indicators or a display) indicatingdetection of an oil change and optionally requesting information aboutthe new oil.

Turning now to FIG. 4, a flowchart illustrating an exemplary method 400for inferring oil viscosity is shown. Method 400 may be stored asmachine-readable instructions in ROM 106 of controller 12 in FIG. 2, forexample. Although method 400 is described with reference to engine 10 ofFIG. 2, it will be understood that method 400 may be carried out forother internal combustion engines.

At 402 of method 400, it is determined whether the engine has beeninactive for at least a threshold duration. As described above, rotationof the engine and thus its activity may be evaluated by monitoring a PIPsignal produced by a Hall effect or other type of sensor (e.g., sensor118 in FIG. 2). The threshold duration may facilitate the disambiguationof a plurality of factors which affect cranking speed during enginestart, and thus identification of changes in cranking speed due tochanges in oil viscosity. If it is determined that the engine has notremained inactive for at least the threshold duration (NO), the methodproceeds to 404. If it is determined that the engine has remainedinactive for at least the threshold duration (YES), the method proceedsto 410.

At 404 of the method, oil temperature is determined. Here, variations inoil viscosity caused by high or low oil temperatures are accounted for.Determination of the oil temperature may include directly measuring theoil temperature at 406 should output from a sensor configured to measureoil temperature be available. Such a sensor may be disposed along theplurality of drain lines 164 or in sump 160 in FIG. 2, for example.Conversely, the oil temperature may be inferred at 408 based on aplurality of parameters including the temperature of the engine at theimmediately preceding shutdown, the soak time of the engine sinceshutdown, and the current ambient temperature, which may be determinedas described above. Oil temperature may be further inferred from one ormore temperatures measured elsewhere in the engine, such as thetemperature of cylinder head metal.

At 410 of the method, if the engine has been remained inactive for atleast the threshold duration, the oil temperature is inferred as beingthe ambient temperature.

Next, at 412 of the method, oil viscosity is inferred. Inferring the oilviscosity includes retrieving a reference cranking speed at 414. Asdescribed above, one or more reference cranking speeds may be stored ina suitable data structure (e.g., look-up table) and accessed for a giveninput. In some embodiments, a reference cranking speed may be accessedby supplying an oil viscosity as input. Alternatively or additionally,the input may comprise an oil temperature, measured or inferred in themanners described above.

Next, at 416 of the method, the engine is cranked with a starter motor(e.g., motor 41 in FIG. 2), which may occur during a start mode of theengine.

Next, at 418 of the method, the current cranking speed during enginecranking is determined via the methods described above (e.g., bymeasuring PIP signals generated by sensor 118 in FIG. 2). As describedabove with reference to method 300 of FIG. 3, approaches may be taken toremove transient variations in cranking speed during the measurementperiod.

Next, at 420 of the method, the difference between the current crankingspeed and the reference cranking speed is determined. As described abovewith reference to method 300 of FIG. 3, this difference may be used toinfer oil viscosity. For example, if the current cranking speed issignificantly less than the reference cranking speed, it may beconcluded that oil viscosity has increased relative to the precedingviscosity.

Next, at 422 of the method, the SOC of a battery (e.g., battery 45 inFIG. 2) operatively coupled to the starter motor may optionally bedetermined. This battery SOC may then be used to further infer oilviscosity. For example, a change in oil viscosity may be partiallyattributed to a relatively low battery SOC. Determined battery SOCs maybe added to data structures in which cranking speeds are stored. Forexample, a look-up table may store cranking speeds and one or moreassociated parameters including but not limited to oil viscosity, oiltemperature, and battery SOC.

Next, at 424 of the method, one or more operating parameters arecorrected based on the oil viscosity inferred at 412. Among otheradjustments, such correction may include adjusting, at 426, the throttleposition of a throttle plate controlling an amount of air inducted intothe engine—e.g., throttle plate 22 of throttle 21 in FIG. 2. Forexample, the throttle position of the throttle plate may be increased tofurther open the throttle upon determining that oil viscosity hasincreased.

It will be appreciated that method 400 may be modified in various ways.In some embodiments, location-dependent temperature variationsthroughout the engine may be account for. While engine temperatures aretypically measured proximate to intake air, engine coolant, and thecylinder head, engine friction is affected by local temperatures in thebearings, valvetrain, oil pump, and piston/liner surfaces. These localtemperatures may be inferred based on one or more of measuredtemperatures (e.g., based on ECT readings from sensor 112 in FIG. 2),time since starting the engine, known thermal properties of such enginecomponents, and thermal distribution models.

Turning now to FIG. 5, a flowchart illustrating an exemplary method 500for inferring oil viscosity in a hybrid vehicle is shown. Method 500 maybe stored as machine-readable instructions in ROM 106 of controller 12in FIG. 2, for example. Although method 500 is described with referenceto engine 10 of FIG. 2, it will be understood that method 500 may becarried out for other internal combustion engines.

At 502 of method 500, it is determined whether the engine has beeninactive for at least a threshold duration, for example by monitoringrotation via PIP signals generated by a Hall effect or other type ofsensor as described above with reference to method 300 of FIG. 3. If itis determined that the engine has not remained inactive for at least thethreshold duration (NO), the method proceeds to 504. If it is determinedthat the engine has remained inactive for at least the thresholdduration (YES), the method proceeds to 510.

At 504 of the method, oil temperature is determined. As described abovewith reference to FIG. 4, determination of the oil temperature mayinclude directly measuring the oil temperature at 504 should output froma sensor configured to measure oil temperature be available. Such asensor may be disposed along the plurality of drain lines 164 or sump160 in FIG. 2, for example. Conversely, the oil temperature may beinferred at 508 based on a plurality of parameters including thetemperature of the engine at the immediately preceding shutdown, thesoak time of the engine since shutdown, and the current ambienttemperature, which may be determined as described above.

At 510 of the method, if the engine has been remained inactive for atleast the threshold duration, the oil temperature is inferred as beingthe ambient temperature.

Next, at 512 of the method, oil viscosity is inferred. Inferring the oilviscosity includes retrieving a reference cranking power at 514. As thecranking speed is typically set at a desired value for hybrid vehicleswith large, high-voltage batteries, oil viscosity may be inferred basedon the power supplied to a starter motor (e.g., motor 41 in FIG. 2)facilitating engine cranking. As with reference cranking speedsdescribed above, one or more reference cranking powers may be stored ina suitable data structure (e.g., look-up table) and accessed for a giveninput. In some embodiments, a reference cranking power may be accessedby supplying an oil viscosity as input. Alternatively or additionally,the input may comprise an oil temperature, measured or inferred in themanners described above.

Next, at 516 of the method, the engine is cranked with a starter motor(e.g., motor 41 in FIG. 2), which may occur during a start mode of theengine.

Next, at 518 of the method, the current cranking power is determined.Various approaches may be employed to remove transient variations inmeasurements of the cranking power, such as averaging the measuredcranking power over at least a portion of the cranking period. Thecranking power may be measured electrical power (e.g. electrical currentand torque), measured torque and speed, or inferred from otherparameters.

Next, at 520 of the method, the difference between the current crankingpower and the reference cranking power is determined. This differencemay be used to infer oil viscosity. For example, if the current crankingpower is significantly higher than the reference cranking power, it maybe concluded that oil viscosity has increased relative to the precedingviscosity as a higher cranking power is drawn to achieve enginecranking.

Next, at 522 of the method, the SOC of a battery (e.g., battery 45 inFIG. 2) operatively coupled to the starter motor may optionally bedetermined. This battery SOC may then be used to further infer oilviscosity. For example, a change in oil viscosity may be partiallyattributed to a relatively low battery SOC. Determined battery SOCs maybe added to data structures in which cranking powers are stored. Forexample, a look-up table may store cranking powers and one or moreassociated parameters including but not limited to oil viscosity, oiltemperature, and battery SOC.

Next, at 524 of the method, one or more operating parameters arecorrected based on the oil viscosity inferred at 512. Among otheradjustments, such correction may include adjusting, at 526, the throttleposition of a throttle plate controlling an amount of air inducted intothe engine—e.g., throttle plate 22 of throttle 21 in FIG. 2. Forexample, the throttle position of the throttle plate may be increased tofurther open the throttle upon determining that oil viscosity hasincreased.

FIG. 6 shows a flowchart illustrating an exemplary method 600 forinferring oil viscosity index is shown. Method 600 may be stored asmachine-readable instructions in ROM 106 of controller 12 in FIG. 2, forexample. Although method 600 is described with reference to engine 10 ofFIG. 2, it will be understood that method 600 may be carried out forother internal combustion engines.

At 602 of method 600, it is determined whether oil viscosities derivedfrom two or more cranking events spanning a temperature range greaterthan a threshold temperature range are available. In other words, thetemperatures to which the derived oil viscosities correspond aredifferent from each other by a threshold amount. As a graph of oilviscosity and temperature may be subsequently determined, the accuracyand utility of this graph may be increased by utilizing data from atleast two or more cranking events which span a relatively large range oftemperatures (e.g., a span of at least 20° C.). If it is determined thatoil viscosities derived from two or more cranking events spanning atemperature range greater than a threshold temperature range areavailable (YES), the method proceeds to 604. If it is determined thatoil viscosities derived from two or more cranking events spanning atemperature range greater than a threshold temperature range are notavailable (NO), the method ends.

Next, at 604 of the method, an oil viscosity versus temperature graph isdetermined. The graph may be formed in various suitable manners. Forexample, the graph may plot oil viscosities versus temperature or mayalternatively plot kinematic viscosities versus temperature. The scaleon which viscosities and temperatures are shown may be varied as well.For example, viscosities may be plotted on a logarithmic scale. The oilviscosity-temperature graph may be stored in various suitable datastructures (e.g., look-up table) in a storage medium such as ROM 106 ofcontroller 12 in FIG. 2.

FIG. 7 shows an example of an oil viscosity-temperature graph 700 formedin accordance with an embodiment of the present disclosure. Here, aplurality of oil viscosities have been inferred based on the methodsdisclosed herein for a range of temperatures (e.g., oil temperatures)substantially spanning a range extending between −20° C. and 100° C.Particularly, a plurality of kinematic viscosities (in units of mm²/s)are plotted on a logarithmic scale. It will be appreciated that oilviscosity-temperature graph 700 is provided merely as an illustrativeexample and is not intended to be limiting in any way. Discrete inferredoil viscosities are shown as forming a continuous graph merely for thesake of illustration.

Returning to FIG. 6, at 606 of method 600, a fit is applied to the oilviscosity-temperature graph. This fit may model extrapolated data suchthat oil viscosities may be inferred for temperatures at which oilviscosities were not learned. The fit may be determined via variousknown methods and in some examples may be a curve fit (e.g.,non-linear). For example, the fit may be determined based on aleast-squares method.

Next, at 608 of the method, it is determined whether the most recentlydetermined oil viscosity deviates from the fit determined at 606 by anamount greater than a threshold deviation (e.g., threshold viscosity).The threshold deviation may be set such that transient variations in oilviscosity measurements do not reduce the predictive power of the fit. Ifit is determined that the most recently determined oil viscosity doesnot deviate from the fit by an amount greater than the thresholddeviation (NO), the method proceeds to 610. If it is determined that themost recently determined oil viscosity does deviate from the fit by anamount greater than the threshold deviation (YES), the method proceedsto 612.

At 610 of the method, the most recently determined oil viscosity isadded to the oil viscosity-temperature graph (e.g., graph 700 of FIG.7).

Next, at 612 of the method, the viscosity index of the oil is inferredbased on the fit determined at 606 and applied to the oilviscosity-temperature graph. The viscosity index may be inferred, forexample, via the following relation: V=100((A−B)/(A−C)), where V is theviscosity index, B is the kinematic viscosity at 40° C., and A and C arevalues based on the kinematic viscosity at 100° C. The inferredviscosity index may be stored in a storage medium such as ROM 106 ofcontroller 12 in FIG. 2, for example.

Next, at 614 of the method, one or more operating parameters mayoptionally be corrected based on the oil viscosity index inferred at612. Among other adjustments, such correction may include adjusting, at616, the throttle position of a throttle plate controlling an amount ofair inducted into the engine—e.g., throttle plate 22 of throttle 21 inFIG. 2. For example, the throttle position of the throttle plate may beincreased to further open the throttle upon determining that oilviscosity has increased.

Method 600 facilitates inferring oil viscosity index, and, viadetermination of a fit to an oil viscosity-temperature graph,determination of oil viscosity for temperatures at which oil viscositywas not inferred, during engine operation and not merely enginecranking.

It will be appreciated that method 600 may be modified in various ways.For example, the placement of decision box 608 may be altered. In someembodiments, the actions carried out via decision box 608, and 610, maybe performed in a separate method implemented to add appropriate datapoints to the oil viscosity-temperature graph.

Turning now to FIG. 8, a flowchart illustrating a method 800 forinferring oil viscosity in an internal combustion engine based on sumprefill time is shown. Method 800 may be stored as machine-readableinstructions in ROM 106 of controller 12 in FIG. 2, for example.Although method 800 is described with reference to engine 10 of FIG. 2,it will be understood that method 800 may be carried out for otherinternal combustion engines.

At 802 of method 800, it is determined whether an engine shut down(e.g., deactivation) has occurred. If it is determined that an engineshut down has not occurred (NO), the method ends, as oil viscosityinferences in this embodiment are based on periods in which oil isdraining from the engine. If the engine has shut down (YES), the methodproceeds to 804.

At 804 of method 800, the temperature of oil in the engine isdetermined. As described above, oil temperature may be measured directlyat 806 if output from a sensor configured to measure oil temperature isavailable. Alternatively, oil temperature is inferred at 808 based on aplurality of parameters which may include ambient temperature of theengine at the immediately preceding start-up, the amount of time theengine has been running, and the current coolant temperature. Oiltemperature may further be inferred based on other temperature readingssuch as temperature measurements of metal components in the engine.Thus, oil temperature may be inferred from one or more temperatures atvarious locations within the engine and from one or more engineoperating conditions.

Next, at 810 of the method it is determined whether information about anew oil viscosity has been supplied to a control system of the engine,for example by a vehicle operator or service technician. A new oilviscosity may be supplied to an engine controller executing method 800such as controller 12 of FIG. 2, and stored in a storage medium of theengine controller (e.g., ROM 106). In some scenarios, a new oilviscosity may be supplied in a manufacturing environment prior to, orconcurrent with, an initial activation (e.g., firing) of the engine. Theengine may be filled with oil. In other scenarios, a new oil viscositymay be supplied upon an oil change. Replacement (or new) oils may have amanufacturer recommended viscosity suited for the engine, or may haveother known viscosities. As described above, new oil viscosities may besupplied to an engine control unit in various suitable manners—forexample, through a service tool connected to an on-board diagnostics(OBD) port, via an in-vehicle touchscreen or other driver informationdisplay, or via a specified sequence or combination of key on/off eventsand/or switches. If a new oil viscosity has been supplied (YES), themethod proceeds to 812. If a new oil viscosity has not been supplied(NO), the method proceeds to 814.

At 812 of the method, the duration of time in which an oil sump isrefilled with oil draining from the engine following shut down islearned. Sump refill time may be learned for scenarios in which theengine is new and/or uses oil having a manufacturer recommended or otherknown viscosity, among others. In these cases, learned sump refill timesmay be considered to be normal. Oil level sensor 166 in FIG. 2 may beused to indicate the amount of oil in oil sump 160, for example.Measurements from this sensor may then be tracked over time to assesschanges in oil levels in the sump (e.g., oil supply to the engine, oildraining from the engine) and determine a sump refill time for a givenoil viscosity, which, in this example, is the viscosity supplied to theengine control system. One or more sump refill times may be determinedin this way for associated oil viscosities and stored in a suitablestorage medium. For example, a plurality of sump refill times andassociated oil viscosities may be stored in ROM 106 of controller 12 inFIG. 2, for example, and retrieved via a look-up table. Following 812,the method proceeds to 822.

If it was determined that a new oil viscosity has not been supplied at810 (NO), the method proceeds to 814 where the viscosity of oil in theengine is inferred. Inferring the oil viscosity includes, at 816,determining the current sump refill time. The current sump refill timemay be determined by tracking output from an oil level sensor, asdescribed above. The beginning and end of a sump refill time may bedefined in various manners. For example, a sump refill time may extendfrom the time of engine shut down to a time at which the rate of changeof sump oil level decreases below a threshold level. Additionally oralternatively, a sump refill time may be based in part on the oil levelsensor indicating when drained oil from the engine reaches apredetermined level in the sump.

Inferring the oil viscosity further includes, at 818, retrieving astored sump refill time and its associated oil viscosity. As describedabove, a plurality of sump refill times learned for respective oilviscosities may be stored in a machine-readable storage medium andaccessible by the engine control unit (e.g., stored in ROM 106 ofcontroller 12 in FIG. 2).

Inferring the oil viscosity further includes, at 820, determining thedifference between the current sump refill time determined at 816 andthe stored sump refill time retrieved at 818. This difference may beused to infer oil viscosity. For example, if the current sump refilltime is greater than the stored refill time, it may be inferred that theviscosity of oil currently circulating throughout the engine and oilsump is greater than the viscosity of oil for which the stored sumprefill time was learned. In some approaches, the difference between thecurrent sump refill time and the stored sump refill time may bemultiplied by the viscosity associated with the stored sump refill timeto infer the current oil viscosity.

Finally, at 822 of the method, one or more operating parameters mayoptionally be corrected based on the supplied or inferred oil viscosity.Among other adjustments, such correction may include adjusting, at 824,the throttle position of a throttle plate controlling an amount of airinducted into the engine—e.g., throttle plate 22 of throttle 21 in FIG.2. For example, the throttle position of the throttle plate may beincreased to further open the throttle upon determining that oilviscosity has increased. In some embodiments, correction of one or moreoperating parameters may be performed based on other quantities such asdetermined oil temperature.

It will be appreciated that method 800 may be modified in varioussuitable manners. For example, sump refill times may be learned forscenarios in which a new oil viscosity is not supplied. In someapproaches, learning may be periodically scheduled such that sump refilltimes are learned as the engine and other components gradually age.

Turning now to FIG. 9, a flowchart illustrating a method 900 forinferring oil viscosity index is shown. Method 900 may be stored asmachine-readable instructions in ROM 106 of controller 12 in FIG. 2, forexample. Although method 900 is described with reference to engine 10 ofFIG. 2, it will be understood that method 900 may be carried out forother internal combustion engines.

At 902 of method 900, it is determined whether oil viscosities inferredtwo or more times since the last oil change and spanning a temperaturerange greater than a threshold temperature range are available. As agraph of oil viscosity and temperature may be subsequently determined,the accuracy and utility of this graph may be increased by utilizingdata from at least two or viscosity inferences which span a relativelylarge range of temperatures (e.g., a span of at least 20° C.). If it isdetermined that oil viscosities inferred two or more times since thelast oil change and spanning a temperature range greater than athreshold temperature range are available (YES), the method proceeds to904. If it is determined that oil viscosities inferred two or more timessince the last oil change and spanning a temperature range greater thana threshold temperature range are not available (NO), the method ends.

Next, at 904 of the method, an oil viscosity versus temperature graph isdetermined. The graph may be formed in various suitable manners. Forexample, the graph may plot oil viscosities versus temperature or mayalternatively plot kinematic viscosities versus temperature. The scaleon which viscosities and temperatures are shown may be varied as well.For example, viscosities may be plotted on a logarithmic scale. The oilviscosity-temperature graph may be stored in various suitable datastructures (e.g., look-up table) in a storage medium such as ROM 106 ofcontroller 12 in FIG. 2.

Next, at 906 of the method, a fit is applied to the oilviscosity-temperature graph. This fit may model extrapolated data suchthat oil viscosities may be inferred for temperatures at which oilviscosities were not inferred. The fit may be determined via variousknown methods and in some examples may be a curve fit (e.g.,non-linear). For example, the fit may be determined based on aleast-squares method.

Next, at 908 of the method, it is determined whether the most recentlydetermined oil viscosity deviates from the fit determined at 906 by anamount greater than a threshold deviation (e.g., threshold viscosity).The threshold deviation may be set such that transient variations in oilviscosity measurements do not reduce the predictive power of the fit. Insome embodiments, two or more viscosities spanning a minimum durationmay be evaluated against the threshold deviation. If it is determinedthat the most recently determined oil viscosity does not deviate fromthe fit by an amount greater than the threshold deviation (NO), themethod proceeds to 912. If it is determined that the most recentlydetermined oil viscosity does deviate from the fit by an amount greaterthan the threshold deviation (YES), the method proceeds to 910.

At 910 of the method, it is inferred that an oil change has occurred.Upon making this inference, a plurality of actions not shown may becarried out. For example, an oil viscosity learning event may bepreferentially scheduled. Alternatively or additionally, a vehicleoperator may be informed of the oil change via dashboard indicators, adisplay panel, etc.

At 912 of the method, the viscosity index of the oil is inferred basedon the fit determined at 906 and applied to the oilviscosity-temperature graph. The viscosity index may be inferred, forexample, via the following relation: V=100((A−B)/(A−C)), where V is theviscosity index, B is the kinematic viscosity at 40° C., and A and C arevalues based on the kinematic viscosity at 100° C. The inferredviscosity index may be stored in a storage medium such as ROM 106 ofcontroller 12 in FIG. 2, for example.

Next, at 914 of the method, one or more operating parameters mayoptionally be corrected based on the oil viscosity index inferred at912. Among other adjustments, such correction may include adjusting, at916, the throttle position of a throttle plate controlling an amount ofair inducted into the engine as described above. In some embodiments,correction of one or more operating parameters may be performed based onother quantities such as determined oil temperature.

In some scenarios, the current oil viscosity and viscosity index may beunknown. Therefore, an assumed oil viscosity and/or viscosity index maybe used during engine operation. As one non-limiting example, the idlespeed of the engine (e.g., engine 10) may be controlled by determiningan initial throttle position for a throttle controlling the amount ofair inducted into the engine based on a desired idle speed and anassumed oil viscosity. The assumed oil viscosity may be based on thepreviously determined or supplied oil viscosity. Subsequently, uponlearning the current viscosity index via the methods described above,the initial throttle position may be corrected based on the learnedviscosity index in addition to other parameters such as the present oiltemperature. Routines employed in controlling throttle position mayfurther increase the throttle position when the actual idle speed isless than the desired idle speed, and decrease the throttle positionwhen the actual idle speed is greater than the desired idle speed.

Turning now to FIG. 10, flowchart illustrating a method 1000 forcontrolling the idle speed of an internal combustion engine is shown.Method 1000 may be employed to control the idle speed of engine 10 inFIG. 2, for example, though it will be understood that method 1000 maybe used to control the idle speed of other engines. Method 1000 may bestored as machine-readable instructions in ROM 106 of controller 12 inFIG. 2, for example.

At 1002 of method 1000, a throttle angle is determined for a desiredengine idle speed assuming a standard viscosity of engine oil. Thethrottle angle may be determined for an intake throttle configured tocontrol the amount of air inducted into the engine—for example, throttle21 in FIG. 2. Determining a throttle angle may include accessing a database in which a plurality of throttle angles are stored and associatedwith desired engine idle speeds. For example, a throttle angle may beretrieved by supplying a desired engine idle speed to a look-up table.The standard viscosity of engine oil which is assumed may correspond toa manufacturer recommended oil viscosity for the engine, or may be basedon one or more previously determined oil viscosities and other factorssuch as the time since the most recently determined oil viscosity.

Next, at 1004 of the method, the actual viscosity of engine oil iscalculated based on the current oil temperature and viscosity index. Asdescribed above, measurement of oil temperature may be carried outdirectly or inferred based on other readings such as ECT readings fromsensor 112 in FIG. 2, for example. Viscosity index may be inferred viamethod 900 shown in FIG. 9.

Next, at 1006 of the method, the throttle angle determined at 1002 isincreased if the actual viscosity calculated at 1004 is greater than theassumed standard viscosity. Alternatively, if the actual viscosity isless than the assumed standard viscosity, the throttle angle isdecreased. In some embodiments, the throttle angle may be increased ordecreased in proportion to the difference between the calculated andassumed standard viscosity.

Next, at 1008 of the method, it is determined whether the actual idlespeed is greater than the desired idle speed. Actual idle speed may bedetermined by monitoring PIP signals generated by sensor 118 in FIG. 2,for example. If it is determined that the actual idle speed is greaterthan the desired idle speed (YES), the method proceeds to 1010. If it isdetermined that the actual idle speed is not greater than the desiredidle speed (NO), the method proceeds to 1012.

At 1010 of the method, the throttle angle is decreased in order toreduce the difference between the actual idle speed and desired idlespeed. In some embodiments, the throttle angle may be decreased inproportion to the difference between the actual idle speed and thedesired idle speed. Following 1010, the method ends.

At 1012 of the method, it is determined whether the actual idle speed isless than the desired idle speed. If it is determined that the actualidle speed is less than the desired idle speed (YES), the methodproceeds to 1014. If it is determined that the actual idle speed is notless than the desired idle speed (NO), the method ends.

Finally, at 1014 of the method, the throttle angle is increased in orderto reduce the difference between the actual idle speed and the desiredidle speed. In some embodiments, the throttle angle may be increased inproportion to the difference between the actual idle speed and thedesired idle speed. Following 1014, the method ends.

FIG. 11 shows a flowchart illustrating a method 1100 for inferring oilviscosity in a modular hybrid transmission (MHT) hybrid. Method 1100 maybe implemented in the hybrid vehicle schematically shown in FIG. 1, forexample, which includes disconnect clutch 7 and driveline integratedstarter/generator (DISG) 3.

At 1102 of the method, it is determined whether an engine restart at atemperature above a threshold temperature has occurred. The temperatureof engine 10 in FIG. 1 may be determined in various suitable manners—forexample, via ECT readings from sensor 112 in FIG. 2. In someembodiments, the threshold temperature may be selected such that themethod proceeds for hot restarts but not for restarts at coolertemperatures. In other embodiments, the threshold temperature may berelatively lower such that the method proceeds for warm restarts aswell. Generally, the threshold temperature may be selected such thatinferences of the oil viscosity are performed for instances in which theengine is cranked via a DISG and not a typical starter motor. If anengine restart has occurred at a temperature above the thresholdtemperature (YES), the method proceeds to 1104. If an engine restart hasnot occurred at a temperature above the threshold temperature (NO), themethod ends.

Next, at 1104 of the method, it is determined whether torque is beingdelivered by the disconnect clutch, driven by the DISG, to one or morewheels of the vehicle. This determination may be accomplished bymonitoring torque output from the disconnect clutch and/or DISG, andalternatively or additionally monitoring or inferring wheel rotation. Inone example, torque output from the disconnect clutch may be determinedbased on output from sensor 8 in FIG. 1 and output from sensor 118 inFIG. 2. Differential positions across sensor 8, provided via its output,and engine crank positions indicated by sensor 118 may be used tocalculate the torque across a rotary spring of dual mass flywheel 5 inFIG. 1, which may then be equated to the disconnect clutch torque duringengine restart. If it is determined that torque is not being deliveredto any wheels in the vehicle (NO), and that the DISG is exclusivelyproviding torque to crank the engine, the method proceeds to 1106. If itis determined that torque is being delivered to one or more wheels inthe vehicle (YES), the method proceeds to 1108.

At 1106 of the method, the disconnect clutch torque is determined basedon the DISG torque. As the DISG is exclusively providing torque to crankthe engine, the disconnect clutch torque is equated to the DISG torque.

At 1108 of the method, having determined that torque was being deliveredto one or more wheels of the vehicle, it is determined whether thedisconnect clutch is slipping. If it is determined that the disconnectclutch is not slipping (NO), the method ends. If it is determined thatthe disconnect clutch is slipping (YES), the method proceeds to 1109where it is determined whether the engine speed gradient is constant(e.g., vehicle acceleration is zero or a constant value). If the enginespeed gradient is not constant (NO), the method proceeds to 1110 wherethe disconnect clutch torque is estimated. Estimating the disconnectclutch at 1110 includes, at 1112 determining the clutch pressure, and at1114 determining the slip speed of the disconnect clutch, as themagnitude of torque transmitted by the slipping clutch may be calculatedas the clutch pressure multiplied the effective clutch area, and thesign of clutch torque may be determined based on the sign of the clutchslip speed. In some examples, the clutch pressure may be a knownquantity and thus can be directly determined. In other examples, theclutch pressure is inferred from the commanded clutch pressure. Clutchslip speed and sign may be determined based on output from sensor 8 inFIG. 1, described above.

If it is determined at 1109 that the engine speed gradient is constant(YES), the method proceeds to 1116 where the disconnect clutch isestimated based on the change in DISG torque.

Following 1106, 1110, and 1116, the viscosity of oil flowing through thevehicle and engine is determined. At this region of the method, oilviscosity may be determined in a manner similar to those describedabove. Specifically, a reference disconnect clutch torque is retrievedat 1120. One or more reference disconnect clutch torques may be storedin a suitable data structure (e.g., look-up table) and accessed for agiven input. In some embodiments, a reference disconnect clutch torquemay be accessed by supplying an oil temperature as the input, measuredor inferred in the manners described above. At 1122, the differencebetween this reference disconnect clutch torque and the currentdisconnect clutch torque is determined. This difference may be used toinfer oil viscosity. For example, if the current disconnect clutchtorque is significantly higher than the reference disconnect clutchtorque, it may be concluded that oil viscosity has increased relative tothe preceding viscosity as a higher torque is supplied to achieve enginecranking and/or wheel rotation.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory. The specific routinesdescribed herein may represent one or more of any number of processingstrategies such as event-driven, interrupt-driven, multi-tasking,multi-threading, and the like. As such, various actions, operations,and/or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedactions, operations and/or functions may be repeatedly performeddepending on the particular strategy being used. Further, the describedactions, operations and/or functions may graphically represent code tobe programmed into non-transitory memory of the computer readablestorage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

The invention claimed is:
 1. A method for controlling an engine,comprising: after engine shutdown, learning engine oil viscosity basedon time to drain oil back into an engine sump and oil temperature duringsaid draining; and correcting an engine operating parameter based onsaid learned oil viscosity, said engine operating parameter comprising athrottle plate controlled by an engine controller for controlling airinducted into the engine.
 2. The method recited in claim 1 furthercomprising learning normal sump refill time when the engine is new usingknown oil viscosity, and wherein said learning oil viscosity furthercomprises comparing said sump refill time after an engine shutdown tosaid sump refill time for said new engine.
 3. The method recited inclaim 2 wherein said learning normal sump refill time and said learningoil viscosity are responsive to said oil temperature.
 4. The methodrecited in claim 1 wherein said oil temperature is provided from atemperature sensor.
 5. The method recited in claim 1 wherein said oiltemperature is inferred from one or more engine temperatures and one ormore engine operating conditions.
 6. The method recited in claim 1wherein said throttle plate is commanded to a desired throttle positionto allow a desired amount of air to be inducted into the engine and saiddesired throttle position is corrected based upon said learned oilviscosity.
 7. A method for controlling an engine, comprising: afterengine shutdown, learning oil viscosity of engine oil based ontemperature of said oil and time to drain said oil back into an enginesump; after at least two of said engine shutdowns at differenttemperatures, learning viscosity index of said oil from at least two ofsaid learned oil viscosities and temperatures; and correcting an engineoperating parameter based on current temperature of said oil and saidviscosity index of said oil.
 8. The method recited in claim 7 whereinsaid engine operating parameter comprises a throttle plate controlled byan engine controller for controlling air inducted into the engine. 9.The method recited in claim 8 wherein said throttle plate is commandedto a desired throttle position to allow a desired amount of air to beinducted into the engine and said desired throttle position is correctedbased upon said viscosity index and said current temperature.
 10. Themethod recited in claim 7 wherein said engine oil temperatures after atleast two of said engine shutdowns are different from each other by athreshold amount.
 11. The method recited in claim 7 further comprisingperforming a curve fit of said learned engine oil viscosities versussaid engine oil temperatures.
 12. The method recited in claim 11 whereinsaid learned viscosity index is inferred from said curve fit.
 13. Themethod recited in claim 11 further comprising a determination that anengine oil change has occurred when one of said learned engine oilviscosities does not fit said curve.
 14. A method for controlling anengine, comprising: after engine shutdown, learning oil viscosity ofengine oil based on temperature of said oil and time to drain said oilback into an engine sump; after at least two of said engine shutdowns atdifferent temperatures, learning viscosity index of said oil from atleast two of said learned oil viscosities; controlling engine idle speedby first determining an initial throttle position based on a desiredidle speed and an assumed oil viscosity; and correcting said initialthrottle position based upon said learned viscosity index and presentoil temperature.
 15. The method recited in claim 14 further comprisingincreasing said throttle position when said learned viscosity of saidoil is greater than said assumed oil viscosity and decreasing saidthrottle position when said learned viscosity of said oil is less thansaid assumed oil viscosity.
 16. The method recited in claim 14 whereinsaid time to drain said oil back into said sump is based at least inpart on an oil level sensor indicating when said drained oil reaches apredetermined oil level in said sump.
 17. The method recited in claim 14wherein said engine oil temperatures after at least two of said engineshutdowns are different from each other by a threshold amount.
 18. Themethod recited in claim 14 further comprising performing a curve fit ofsaid learned engine oil viscosities versus said engine oil temperatures.19. The method recited in claim 18 wherein said learned viscosity indexis inferred from said curve fit.